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  1. The presence of a port does not automatically make a return loop a viable option. Dan
  2. One other thing to possibly muddy the waters.... The various types of power semiconductors can fail into an "on" state in limited circumstances. There are a number of videos on the interwebs about this, including several by two well known Canuckistanian YouTubers. Not to say that with any certainty that happened in this situation, but something to consider. Dan
  3. I completely agree. And the fact that the Pacers and seemingly the Sprinters are to be replaced by the likes of the new CAF and Stadler diesels (and dual-modes) is testament to that. I was pointing out, however, that for at least a hot minute they were the latest-and-greatest and seemed poised to make a breakthrough in the market. Dan
  4. An acquaintance of mine was involved in that project as they were booting out Thales, and until Alstom took over. He investigated what options they had for what was installed - right down to ripping it all out and starting from scratch with a fixed-block system with wayside indications. While he agrees that the Thales product is likely superior in terms of operations, he doesn't have much good to say about them otherwise. Goalpost moving was the least of their problems - it sounds like the project was headed by their marketing department, rather than engineering. Dan
  5. Considering the lead time for the complex parts, production has already started. When we'll actually see an assembly that looks remotely like a streetcar? That probably won't be until late next year, I suspect. It will likely have no bearing - La Pocatière is a big facility with multiple production lines. It's capable of doing several things at once. Well, considering that the cars from the Finch Line are coming from a completely different part of the company, with a totally separate and independent inventory chain and assembly process......La Poc has nothing to do with them. As far as I know, the frames for the Edmonton cars (as well as the other Flexity Freedom cars built) were welded in Mexico. Dan
  6. So was Alstom with the resignalling work, and look where that's gotten us. Dan
  7. This is not a coincidence. It would have opened at the same time. The final section is being done in coordination with the work going on for The Crosstown, and can't open until all of the work at Eglinton is done. Dan
  8. Uhhhh...... Over a half-dozen sets are currently in daily service. Orders have dried up of late, sure, but that's also because the focus seems to be more on ordering newer, larger, longer-distance equipment Dan
  9. The first train has passed across the top of Toronto - it should be in Montreal by nightfall. Dan
  10. As has been explained to you already.... They do have a monthly pass. It's baked into the fare system via Presto. Don't have Presto, can't get a monthly pass. Dan
  11. There's also a video of the trainset (plus one loco) on the way as well.
  12. It's slightly more complex than that - and the Wikipedia page is somewhat misleading. The door threshold is built at (more-or-less) 48" off of the top of the rail. This is the standard. There is a bit of tolerance to account for things like worn wheels, the loaded or unloaded condition of the car, etc., but over time the cars are able to maintain a height pretty close to this. The floor height within the cars is built at 51". This is, again, basically a standard. All cars built with a solid centre sill - so basically every car that isn't low-floor - since the late 1800s have been built with the floor at this height. So, the discrepancy, you ask? For those old enough to remember, virtually all of the 1940s- and 1950s-built lightweight equipment was built with a large cast threshold to pass from the vestibule to the interior of the car. As the vestibule of the car was flat across the width of the car, you had to step over it upon entry into the car and it concealed the differences in height. Most heavyweights were also built this way. Modern cars, and those rebuilt with wheelchair access, instead slope the floor from the door threshold to the centre of the car. Dan
  13. I thought about pointing out that vent shaft, but I was also worried about muddying the issue. For the record, virtually all of those vent shafts are built beyond the ends of the platforms. Coxwell is another east-end station with a very visible one at street level. Dan
  14. I can't speak to the Venture cars (although knowing Siemens, they likely have an eye towards any potential future usage of the design), but the Viewliners are designed in a completely modular manner. The current bedrooms are designed as a single bedroom per module that then gets installed into the car shell - there seems to be no reason why other modules that are better suited for VIA Rail's needs could not be designed and fabricated to fit. So long as it fits into the side access, I think that it would fair to assume that just about any configuration could be designed - even ones that closely match VIA's existing fleets. Dan
  15. East? Not very. I think that they just touch the east side of Barrington St. - definitely not as far as the main portion of the park. To the west, they stretch to the laneway between Chisholm and Main. Dan
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